JP2010088154A - Deceleration controller for electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control regenerative charge based on a vehicle occupant's intention. <P>SOLUTION: In an object, in which the acceleration is operated by a handle grip 5A, the direction of operation of a handle grip 5A is divided into the side of acceleration and the side of regeneration, with a free point, where the accelerator grip 5A returns naturally by spring force, as a boundary. The accelerator grip 5A needs larger operation torque on the side of operating it to the deceleration side than to the acceleration side. A map for deciding a regenerative current, base on car speed and accelerator aperture, is provided. The regenerative current is enlarged more the larger the accelerator aperture becomes and besides the larger the car speed becomes. It is controlled to enlarge generated regenerative energy the larger the accelerator grip 5A is turned to the regeneration side. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a deceleration control device for an electric vehicle, and more particularly to a deceleration control device for an electric vehicle capable of controlling regenerative energy with the intention of a rider (occupant).

In Patent Document 1, a drive torque or a regenerative torque corresponding to the throttle opening is obtained in a drive control device for an electric vehicle in which wheels are driven by a drive motor in accordance with an accelerator grip turning operation amount (throttle opening). Thus, there has been proposed one provided with motor current control means for supplying a current corresponding to the throttle opening to the drive motor.
JP-A-11-257478

  In the drive control device described in Patent Document 1, the output is automatically switched depending on the throttle opening, so that no special operation for regeneration is required, but in particular, the battery is actively increased by increasing the regeneration amount. The user's intention cannot be reflected, for example, when it is desired to charge the battery or when it is desired to increase the deceleration with the regenerative charging regenerative brake.

  The objective of this invention is providing the deceleration control apparatus of the electric vehicle which eliminates the said subject and can control regenerative energy by a passenger | crew's intention.

  In order to achieve the above object, the present invention includes a battery and a motor that generates a driving force of the vehicle based on electric power supplied from the battery and generates regenerative energy during deceleration to charge the battery. In the deceleration control apparatus for an electric vehicle, the accelerator opening detection means for detecting the operation angle by the accelerator operation means, the vehicle speed detection means for detecting the vehicle speed, the supply power control to the motor according to the operation angle and the vehicle speed, and A controller that performs charging control using regenerative energy output from the motor, and the accelerator operating means is configured to be operable from the fully closed position where the power supplied to the motor becomes zero to the regenerative side, The controller is configured to perform regenerative charge control when it is detected that the accelerator operation means is operated to the regeneration side. There is first characterized in that there.

  In the present invention, the controller may generate regenerative energy even when the accelerator operating means is decelerated on the acceleration side opposite to the regeneration side, and the regenerative side is more effective than the decelerating operation on the acceleration side. The second feature is that the regenerative energy and / or braking that is generated when the engine is operated is increased.

  In addition, the present invention has a third feature in that the controller is configured such that when the accelerator operation means is operated to the regeneration side, the regeneration energy increases as the operation amount increases. .

  Further, the present invention has a fourth feature in that the controller is configured to increase the regenerative energy as the vehicle speed increases.

  Further, according to the present invention, the spring constant of the internal spring means is set so that the operating force required when operating the accelerator operating means on the regeneration side is greater than the operating force required when operating on the accelerating side. This is the fifth feature.

  According to the present invention having the first feature, the regenerative charging control is performed and the vehicle is decelerated when the occupant consciously turns the accelerator operating means from the fully closed position to the regeneration side. In the range of operation, the regenerative charge and brake are automatically controlled, so that it does not take time and the regenerative charge and brake can be arbitrarily controlled by the user's intention.

  According to the present invention having the second feature, when the accelerator operating means is turned to the regenerative side, a larger regenerative energy generated during deceleration in the acceleration side region is generated, so that the occupant is in regenerative charge control. Can be recognized.

  According to the present invention having the third feature, the regenerative energy is determined by the amount of operation of the accelerator operating means by the occupant, so that the vehicle can be decelerated according to the occupant's intention.

  According to the present invention having the fourth feature, the regenerative energy is obtained according to the vehicle speed, so that the braking effect is great.

  According to the present invention having the fifth feature, when the accelerator operating means is turned to the regeneration side, an accelerator operating force larger than that at the time of acceleration is required, so that the sense of operation in the motor drive region and operation in the regeneration region is required. Are different from each other, and the occupant can switch to the regenerative charge control with a clearer intention.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a side view of an electric motorcycle including a deceleration control device according to an embodiment of the present invention. The vehicle body frame 2 extends downward and rearward from the head pipe 3 and is connected to an underframe 6 below the vehicle body. The underframe 6 is further connected to a rear frame 7.

  A steering stem (not shown) is rotatably supported on the head pipe 3, a steering handle 5 is attached to the upper portion of the steering stem, and a front fork 4 that rotatably supports the front wheel WF is attached to the lower portion. It is attached. Cylindrical handle grips are attached to both ends of the steering handle 5 in the vehicle width direction. The handle grip on the right side in the vehicle width direction is a rotating accelerator operating device that adjusts the driving force of the vehicle.

  An accelerator opening sensor 50 is provided for detecting the turning angle (accelerator opening) of the handle grip disposed on the right side in the vehicle width direction. In FIG. 2, the accelerator opening sensor 50 is illustrated at a position away from the steering handle 5 for easy understanding. However, as will be described in detail later, the steering handle 5 is close to the handle grip. Attached to.

  The accelerator operating device including the handle grip and the accelerator opening sensor 50 is also used for adjusting the regenerative power of a motor that is a driving source of the motorcycle. A meter unit 60 including various kinds of instruments is disposed on the steering handle 5.

  A pivot 9 provided at the rear portion of the underframe 6 is pivotally supported by a front end portion of a power unit 10 that pivotally supports the rear wheel WR. The rear portion of the power unit 10 and the rear frame 7 are connected via a rear cushion 8 so that the power unit 10 is suspended from the vehicle body so as to swing up and down around the pivot. A stand 22 is connected to the underframe 6, and the stand 22 covers the lower surface of the power unit 10 in the illustrated storage position. The motor 11 is provided with a motor rotation speed sensor 51 that detects the rotation speed of the motor.

  A storage case 16 for accommodating a helmet or the like is provided on the upper portion of the rear frame 7. The container 16 is preferably formed of a conductive resin or the like that shields magnetism so that the contents are not affected by the magnetism generated by the motor 11. The opening of the container 16 is covered with an openable / closable seat 17, and the lower side of the seat 17 is covered with a rear cover 15 formed of a thin plate-like resin or the like. A battery 20 that is a power source for driving the motor 11 is disposed in the under cover 14 disposed in front of the rear cover 15.

  The front of the head pipe 3 is covered with a front cover 12, and a driver 18 as a motor driving means, a charger 19 for a battery 20, and an ECU (controller) 30 are disposed inside the front cover 12. The battery 20 can be charged with a commercial power source for home use using the charger 19, and the motorcycle 1 is operated with electric power supplied from the battery 20. During acceleration or the like, power is supplied from the battery 20 to the motor 11 to obtain the driving force of the rear wheel WR, while during deceleration, regenerative control is performed to operate the motor 11 as a generator, and the battery 20 is charged with generated power. . In such a configuration, drive control and regenerative charge control of the motor 11 are performed by a control signal from the driver 18.

  FIG. 3 is a front view of the meter unit 60. The meter unit 60 includes a meter housing 61 that houses a meter substrate on which various types of instruments are provided, and a clear lens 62 that covers the meter housing 61. The meter board is provided with a speedometer 63 and a battery fuel gauge 64 disposed substantially at the center, and a plurality of indicator lamps disposed around these. The indicator lamp blinks when the vehicle is temporarily stopped, etc., and lights up when the standby lamp 69 notifies the on state of the main power supply, the speed warning lamp 67 blinks when the vehicle speed exceeds a predetermined value, and the side stand is in the protruding state. Side stand warning lamp 68, blinker lamp 66 flashing in conjunction with a vehicle blinker device (not shown), charge lamp 70 that is turned on when the motor 11 is regenerated, and battery that is turned on when the remaining battery level is below a predetermined value. This is a remaining amount warning light 65.

  Note that the types and arrangement of the instruments and warning lights are not limited to those shown in FIG. 3 and can be modified. For example, the instrument can be composed of a liquid crystal display. The occupant of the motorcycle 1 can recognize that the motor 11 is being controlled by turning on the charge lamp 70 during deceleration or the like. The charge lamp 70 may be displayed as a bar graph or the like whose length changes according to the amount of regeneration during regenerative charge control.

  FIG. 4 is a cross-sectional view of the accelerator operating device in a plane along the longitudinal direction of the steering handle, and FIG. 5 is a cross-sectional view at a position 5-5 in FIG. 4 and 5, the grip pipe 40 having an inner diameter set so as to be slidably fitted to the outer periphery of the steering handle 5 is fitted and integrated with the inner periphery of the handle grip 5A. Yes. On the other hand, the accelerator opening sensor 50 is attached to the steering handle 5 so as to face the end face of the handle grip 5A (end face on the center side in the vehicle body width direction).

  The accelerator opening sensor 50 is housed in the sensor housing 41, and includes an annular sensor outer 501 and a sensor inner 502 that is slidably engaged along the inner periphery of the sensor outer 501. Since the sensor outer 501 is positioned along the inner circumference of the lower portion 41a of the sensor housing 41, the movement in the circumferential direction and the axial direction is limited. The sensor inner 502 is provided so as to be rotatable with respect to the sensor outer 501. A variable resistor is accommodated in the sensor outer 501, and the brush on the sensor inner 502 side slides on the contact on the sensor outer 501 side, and a resistance value corresponding to the relative position of each other can be obtained. A constant voltage (5 volts) is applied to both ends of the resistance of the accelerator opening sensor 50, and the voltage applied to both ends of the resistor is divided at a ratio corresponding to the position of the brush. Therefore, the accelerator opening sensor 50 outputs the divided voltage as an accelerator opening signal.

  A first return spring 42 is disposed on the inner peripheral side of the sensor inner 502, and a second return spring 43 is disposed between the grip pipe 40 and the accelerator opening sensor 50. Stoppers 44 and 45 protrude from the sensor outer 501 and the sensor inner 502 of the accelerator opening sensor 50 toward the handle grip 5A along the central axis of the steering handle 5, respectively.

  One end of the first return spring 42 (the end portion on the accelerator grip 5A side) is engaged with the left side surface (in FIG. 5) of the stoppers 44 and 45, and the other end is engaged with a stopper groove 410 formed in the sensor housing 41. Arranged to match. One end of the second return spring 43 is arranged to engage with the right side surface (in FIG. 5) of the stoppers 44 and 45, and the other end is arranged to engage with a stopper hole 411 formed in the sensor housing 41. .

  A flange 401 is formed at the end of the grip pipe 40, and a long hole 402 that is long in the circumferential direction is formed in the flange 401. The length of the long hole 402 is set so that the stopper 45 of the sensor inner 502 is fitted. Since the tip of the stopper 45 is fitted in the long hole 402, when the accelerator grip 5A is rotated, the sensor inner 502 is rotated with the movement, and the relative position of the sensor inner 502 to the sensor outer 501 is changed.

  The first return spring 42 is formed with a plurality of turns, whereas the second return spring 43 is formed with a number of turns less than one. That is, the spring constant of the second return spring 43 is set to be larger than the spring constant of the first return spring 42. Therefore, when the same turning force is applied to the first return spring 43 and the second return spring 43, the deformation amount of the second return spring 43 is larger than the deformation amount of the first return spring 41. In other words, it is set so that a larger operating force is required when the accelerator grip 5A is rotated to the arrow B side by the same fixed amount than when the accelerator grip 5A is rotated to the arrow A side in FIG.

  FIG. 6 is an exploded perspective view of the accelerator operating device. In FIG. 6, a cut 412 (a cut on the upper half 41b side is not shown) is formed on one side of the lower half 41a and the upper half 41b of the sensor housing 41 so that the operation handle 5 can pass therethrough. Screw holes 413 and 413 are formed in the lower portion 41a of the sensor housing 41, and bolt through holes 414 and 414 are formed in the upper portion 41b so as to sandwich the notch 412.

  In the lower half 41 a of the sensor housing 41, a flange receiving groove 416 that avoids interference between the sensor housing groove 415 that houses the lower half of the accelerator opening sensor 50 and the flange of the grip pipe 40 is formed.

  During assembly, the accelerator opening sensor 50 is incorporated into the lower portion 41a of the sensor housing 41 from above. First, the first return spring 42 is accommodated in the sensor inner 502. The handle grip 5A is assembled to the grip pipe 40 in advance. Next, the stopper 45 of the accelerator opening sensor 50 and the long hole 402 of the grip pipe 40 are combined. At this time, the second return spring 43 is disposed between the accelerator opening sensor 50 and the grip pipe 40.

  Thus, after the accelerator opening sensor 50 and the grip pipe 40 are assembled, the assembly is assembled in the sensor housing 41. First, the sensor harness 503 is passed through the sensor terminal through hole 417 provided at the bottom of the sensor receiving groove 415, the terminal block 504 is fitted into the sensor terminal through hole 417, and the sensor outer 501 is fitted into the sensor receiving groove 415. Simultaneously with this operation, the flange 401 of the grip pipe 40 is fitted into the flange receiving groove 416. Finally, the upper portion 41b of the sensor housing 41 is assembled to the lower portion 41a, and two bolts (not shown) are passed through the bolt through holes 414 and 414 and screwed into the screw holes 413 and 413, respectively.

  FIG. 7 is a system configuration diagram showing a drive system of the motorcycle 1 including the deceleration control device. In FIG. 7, the output voltage of the accelerator opening sensor 50 and the motor rotation angle signal detected by the rotor sensor 46 integrated in the motor 11 are input to the controller 30.

  Further, a driver 18 controlled by the output of the controller 30 is provided between the controller 30 and the motor 11. The driver 18 stores in advance a bridge circuit 180 including six field transistors (hereinafter referred to as “FETs”) 18 a, 18 b, 18 c, 18 d, 18 e, and 18 f each having a diode Da to Df connected in parallel. A switching circuit 181 that controls the FET group based on the on / off duty ratio information and sequentially switches the stator current of the motor 11.

  The controller 30 includes a CPU 301, a ROM 302 storing programs, and a RAM 303 used for a work area. The ROM 301 stores a regenerative current map (described later with reference to FIG. 1) in which a regenerative current is set as a function of the motor speed (representing the vehicle speed) NE and the accelerator opening TH.

  The driver 18 is further provided with a voltage detection resistor 304, a circuit breaker 305, a backflow prevention diode 306, and a resistor 307. The voltage of the driver 19 is input to the controller 30 via the resistor 304.

  The driver 18 is connected to the battery 20 via the fuse unit 47. A regulator 48 is provided between the fuse unit 47 and the controller 30. The regulator 48 adjusts the voltage applied from the battery 20 to a voltage suitable for the power source of the controller 30. Further, the regulator 48 detects the battery voltage and opens the circuit breaker 305 when the battery is fully charged, and closes the circuit breaker 305 when the amount of charge is small to charge the battery 20. Control the amount.

  FIG. 1 is a diagram illustrating an example of a regenerative current map. In FIG. 1, the accelerator opening TH is shown on the x-axis, the regenerative current I is shown on the y-axis, and the vehicle speed (represented by the motor rotation speed NE here) is shown on the z-axis. The accelerator opening TH shown on the x-axis has a play area where the first and second return springs 42 and 43 are not bent, and the accelerator opening TH is rotated from this play area to the acceleration side ( (+ Side) and the direction (− side) in which the accelerator opening TH is rotated from the play area to the regeneration side. The midpoint of the play area is a free point. The accelerator grip 5A is a point where the forces of the first return spring 42 and the second return spring 43 are balanced, and when the occupant releases his / her hand from the accelerator grip 5A, the accelerator opening degree returns to this free point.

  In FIG. 1, when the accelerator opening TH is changed to the acceleration side, the regenerative current I is not generated even if the motor rotational speed NE increases. When the accelerator opening TH is displaced from the acceleration side to the regeneration side, the regenerative current I increases as the accelerator opening TH toward the regeneration side increases. Even at the same accelerator opening TH, the regeneration current I is set to increase as the motor rotational speed NE increases on the regeneration side.

  FIG. 8 is a diagram illustrating the positions of the sensor inner 502 and the return springs 42 and 43 when the accelerator opening increases toward the acceleration side. In FIG. 8, when the grip pipe 40 is rotated counterclockwise in the figure, the grip pipe 40 is engaged with the stopper 45, so that the stopper 45 is pushed counterclockwise (acceleration side). As a result, the first return spring 42 is bent and the position of the sensor inner 502 with respect to the sensor outer 501 is changed, so that the accelerator opening sensor 50 is increased. In accordance with the output voltage of the accelerator opening sensor 50 at this time, the FETs 18 a to 18 f are switched at a preset driving duty ratio, and a driving current is supplied to the motor 11.

  FIG. 9 is a diagram illustrating the positions of the sensor inner 502 and the return springs 42 and 43 when the accelerator opening increases toward the regeneration side. In FIG. 9, when the grip pipe 40 is rotated clockwise in the figure, the grip pipe 40 is engaged with the stopper 45, so that the stopper 45 is pushed clockwise (regeneration side) by the second return spring 43. It is. As a result, the second return spring 42 is bent and the position of the sensor inner 502 with respect to the sensor outer 501 is changed, so that the accelerator opening sensor 50 becomes larger in the negative direction. According to the output voltage of the accelerator opening sensor 50 at this time, the FETs 18d to 18f are switched at a regenerative current duty ratio set in advance as a function of the accelerator opening and the motor rotational speed so as to obtain the regenerative current of FIG. And perform regenerative operation.

  Since the spring constant of the second return spring 43 is larger than that of the first return spring 42, a large operating force is required to rotate the handle grip 5A to the regeneration side after passing through the free point. For this reason, the occupant can be aware that regenerative charging control is being performed.

  FIG. 10 is a flowchart showing the control process of the motor 11. In step S1, the accelerator opening TH is read. In step S2, the rotation angle is read from the rotor sensor 46, and the motor rotation speed is calculated. In step S3, it is determined whether the accelerator opening TH is on the regeneration side or the acceleration side in FIG. If it is on the acceleration side, the drive duty ratio of the motor 11 is read in step S4 with reference to the drive duty ratio table. In step S5, the FETs 18a to 18f are turned on / off by the switching circuit 181 with the read drive duty ratio, and the motor 11 is energized. Thus, the vehicle speed control of the motorcycle 1 is performed.

  If it is determined in step S3 that the accelerator opening TH is on the rotation side, the process proceeds to step S5, and the regenerative current extracted from the accelerator opening TH and the motor rotational speed NE is read from the regenerative current map. Determine the regenerative duty ratio. In step S7, the FETs 18d to 18f of the switching circuit 181 are turned on / off according to the regenerative duty ratio.

  In the regenerative charging control, the duty ratio of the drive pulses of the FETs 18a to 18c is set to zero, and the drive pulses of the FETs 18d to 18f are set to the duty ratio corresponding to the regenerative current map. As a result, the FETs 18d to 18f are ON / OFF controlled according to the regenerative duty ratio, and the battery 20 is charged with the electromotive force generated in the motor 11.

  When the voltage of the battery 20 is higher than a predetermined value, the regulator 48 energizes the circuit breaker 305 to interrupt charging, and interrupts the circuit in which the current generated by the motor 11 is supplied to the battery 20.

  According to this embodiment, since a large regenerative current is generated by turning the accelerator grip 5A to the regenerative side, regenerative energy is generated and a gravitational acceleration G in the deceleration direction is applied when the occupant operates consciously. Therefore, regenerative charging and braking are automatically controlled within the range of normal operation of the accelerator, so that it does not take time, and regenerative charging and braking can be arbitrarily controlled by the user's intention.

  In the present embodiment, the configuration in which the motor 11 is directly connected to the drive wheels has been described. However, the belt-type continuously variable transmission is connected to the motor, and the motor 11 is connected to the drive wheels via the continuously variable transmission. It may be an electric motorcycle of the type. In a motorcycle that employs a continuously variable transmission, when the accelerator opening is operated to the regeneration side, the continuously variable transmission may be moved to the low ratio side to enhance the braking effect. Also in this case, since the brake is applied as a result of the occupant's conscious operation, the occupant can be accepted within the assumed range.

It is a block diagram which shows an example of the regenerative current map used with the deceleration control apparatus which concerns on one Embodiment of this invention. 1 is a side view of a motorcycle including a deceleration control device according to an embodiment of the present invention. It is a front view of a meter unit. It is sectional drawing of an accelerator operating device. It is sectional drawing in the 5-5 position of FIG. It is a disassembled perspective view of an accelerator operating device. 1 is a drive system system configuration diagram of a motorcycle including a deceleration control device. It is a figure which shows the position of an accelerator opening sensor and a return spring when an accelerator opening becomes large at the acceleration side. It is a figure which shows the position of an accelerator opening sensor and a return spring when an accelerator opening becomes large at the regeneration side. It is a flowchart which shows operation | movement of a deceleration control apparatus.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Motorcycle, 5 ... Steering handle, 5A ... Handle grip, 11 ... Motor, 18 ... Driver, 20 ... Battery, 30 ... Controller, 41 ... Sensor housing, 40 ... Grip pipe, 42 ... First return spring, 43 ... Second return spring, 44, 45 ... Stopper

Claims (5)

In a deceleration control apparatus for an electric vehicle having a battery and a motor that generates a driving force of the vehicle based on electric power supplied from the battery and generates a regenerative energy during deceleration and charges the battery.
An accelerator opening detecting means for detecting an operation angle by the accelerator operating means;
Vehicle speed detection means for detecting the vehicle speed;
A controller that performs power supply control to the motor and charge control by regenerative energy output from the motor according to the operation angle and vehicle speed,
The accelerator operating means is configured to be operable from the fully closed position where the power supplied to the motor is zero to the regeneration side,
The controller is configured to perform regenerative charging control when detecting that the accelerator operating means is operated to the regeneration side.   The controller generates regenerative energy even when the accelerator operating means is decelerated on the acceleration side opposite to the regeneration side, and when the accelerator is operated to the regeneration side than the deceleration operation on the acceleration side. 2. The electric vehicle deceleration control device according to claim 1, wherein the generated regenerative energy and / or braking is increased.   3. The electric vehicle according to claim 1, wherein the controller is configured such that when the accelerator operation means is operated on the regeneration side, the regeneration energy increases as the operation amount increases. Deceleration control device.   4. The deceleration control apparatus for an electric vehicle according to claim 3, wherein the controller is configured to increase the regenerative energy as the vehicle speed increases.   The accelerator operating means is characterized in that the spring constant of the internal spring means is set so that the operating force required when operating on the regeneration side is greater than the operating force required when operating on the acceleration side. The deceleration control device for an electric vehicle according to any one of claims 1 to 4.

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